Vehicle body structure and vehicle

Abstract

The application provides a vehicle body structure and a vehicle. The vehicle body structure comprises a middle channel, a front anti-collision beam, a first longitudinal beam, a front wall cross beam assembly and a second longitudinal beam. The vehicle body structure further comprises an intermediate energy absorption structure which is located in a frame structure and connected with the front wall cross beam assembly. In a projection plane perpendicular to the Z direction, the projection of the intermediate energy absorption structure at least partially overlaps with the projection of the middle channel. The at least intermediate part of the front anti-collision beam between the first longitudinal beam and the second longitudinal beam is a straight section. The intermediate energy absorption structure forms an intermediate force transmission channel between the first longitudinal beam and the second longitudinal beam. In the center pillar collision working condition, the first longitudinal beam and the second longitudinal beam cannot directly participate in the support, and the columnar barrier invades the vehicle, so that the safety of the vehicle occupants is ensured. Since the front anti-collision beam collides with the barrier through the straight section, in the MPDB working condition, the front anti-collision beam does not invade the barrier due to the excessive structural strength of the front anti-collision beam, and the barrier is not caused fatal damage.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle manufacturing, in particular to a vehicle body structure and a vehicle provided with the same. BACKGROUND

[0002] With the continuous popularization of vehicles, vehicle collision accidents are increasing, and the safety performance requirements are continuously improving. In particular, the vehicle front center pillar impact, which does not directly involve the longitudinal beam, poses a major challenge to the safety design of the vehicle. The traditional vehicle design is to continuously strengthen the strength of the front bumper beam to reduce the intrusion amount of the column barrier. With the introduction of various safety working conditions of the vehicle, this solution will have a negative impact on other safety working conditions, for example, in the MPDB (i.e. frontal impact) working condition, if the strength of the front bumper beam exceeds the strength of the barrier too much, the barrier will be pierced, and the test will be unqualified. SUMMARY

[0003] Therefore, the purpose of the present application is to provide a vehicle body structure and a vehicle which can not only resist the center pillar impact, but also avoid the situation that the barrier is pierced and the test is unqualified in the MPDB working condition.

[0004] In order to achieve the above purpose, the present application provides the following technical solutions:

[0005] A vehicle body structure, comprising a middle channel, and a front bumper beam, a first longitudinal beam, a front wall cross beam assembly, and a second longitudinal beam constituting a frame structure, wherein the middle channel is located at the rear side of the front wall cross beam assembly and connected with the front wall cross beam assembly.

[0006] The vehicle body structure further comprises an intermediate energy absorption structure located in the frame structure and connected with the front wall cross beam assembly, and in the projection plane perpendicular to the Z direction, the projection of the intermediate energy absorption structure at least partially overlaps with the projection of the middle channel.

[0007] At least the middle part of the front bumper beam between the first longitudinal beam and the second longitudinal beam is a straight section.

[0008] Optionally, in the cross section perpendicular to the Y direction, the cross section of the front bumper beam comprises a ring-shaped frame and a reinforcing rib located in the ring-shaped frame and connecting the front side and the rear side of the ring-shaped frame.

[0009] Optionally, in the cross section perpendicular to the Y direction, at least part of the area of the reinforcing rib is curved upward; and / or, at least part of the area of the reinforcing rib is curved downward.

[0010] Optionally, in the cross section perpendicular to the Y direction, the cross section of the front bumper beam comprises a ring-shaped frame and a reinforcing rib located in the ring-shaped frame and connecting the front side and the rear side of the ring-shaped frame.

[0011] The first energy absorption structure is connected between the front anti-collision beam and the first longitudinal beam, and a first connection point of the first energy absorption structure is closer to the power assembly than a second connection point of the first energy absorption structure.

[0012] and / or,

[0013] The second energy absorption structure is connected between the front anti-collision beam and the second longitudinal beam, and a second connection point of the second energy absorption structure is closer to the power assembly than a third connection point of the second energy absorption structure.

[0014] Optionally, the vehicle body structure,

[0015] The first energy absorption structure is connected between the front anti-collision beam and the first longitudinal beam, and a first connection point of the first energy absorption structure is closer to the power assembly than a second connection point of the first energy absorption structure.

[0016] and / or,

[0017] The second energy absorption structure is connected between the front anti-collision beam and the second longitudinal beam, and a second connection point of the second energy absorption structure is closer to the power assembly than a third connection point of the second energy absorption structure.

[0018] Optionally, the vehicle body structure,

[0019] Each of the first connection ear plate groups comprises a first upper ear plate and a first lower ear plate arranged in an upper-lower interval, and the front anti-collision beam is located between the first upper ear plate and the first lower ear plate, and the first energy absorption structure is connected to the front anti-collision beam by a first fastener penetrating through the first upper ear plate, the front anti-collision beam and the first lower ear plate, and the position of the first fastener is the third connection point.

[0020] and / or,

[0021] Each of the second connection ear plate groups comprises a second upper ear plate and a second lower ear plate arranged in an upper-lower interval, and the front anti-collision beam is located between the second upper ear plate and the second lower ear plate, and the second energy absorption structure is connected to the front anti-collision beam by a second fastener penetrating through the second upper ear plate, the front anti-collision beam and the second lower ear plate, and the position of the second fastener is the fourth connection point.

[0022] Optionally, the vehicle body structure,

[0023] The first energy absorption structure is connected between the front anti-collision beam and the first longitudinal beam, and a first connection point of the first energy absorption structure is closer to the power assembly than a second connection point of the first energy absorption structure.

[0024] and / or,

[0025] The front end of the second energy-absorbing structure is formed with a second clamping groove, which is clamped to the outside of the front anti-collision beam.

[0026] Optionally, in the vehicle body structure, the first clamping groove comprises first upper and lower groove walls arranged in an upper-lower direction; and the second clamping groove comprises second upper and lower groove walls arranged in an upper-lower direction; wherein:

[0027] The front side of the front anti-collision beam is provided with a first upper baffle extending upward, which abuts against the front side of the first upper groove wall;

[0028] and / or,

[0029] The front side of the front anti-collision beam is provided with a first lower baffle extending downward, which abuts against the front side of the first lower groove wall;

[0030] and / or,

[0031] The front side of the front anti-collision beam is provided with a second upper baffle extending upward, which abuts against the front side of the second upper groove wall;

[0032] and / or,

[0033] The front side of the front anti-collision beam is provided with a second lower baffle extending downward, which abuts against the front side of the second lower groove wall.

[0034] Optionally, in the vehicle body structure, the front cross beam assembly comprises a front cross beam body, the front cross beam body comprises a recessed section, the front side of the recessed section is recessed rearward, and the intermediate energy-absorbing structure is arranged below the recessed section; wherein:

[0035] The front side of the intermediate energy-absorbing structure is closer to the front anti-collision beam than the front side of the recessed section;

[0036] and / or,

[0037] In the Y direction, the front cross beam body comprises a first section, the recessed section and a second section in sequence, the front side of the first section and the front side of the second section are flush with the front side of the intermediate energy-absorbing structure.

[0038] A vehicle comprises the vehicle body structure as described above.

[0039] The body structure and the vehicle of the application, through connecting the intermediate energy absorption structure on the front bulkhead beam assembly, a middle force transmission channel between the first longitudinal beam and the second longitudinal beam is built by the intermediate energy absorption structure resisting the rear movement of the power assembly in the process of vehicle front end collision; the intermediate energy absorption structure and the front anti-collision beam with a straight section are combined together and interact with each other, not only can make up the problem that the first longitudinal beam and the second longitudinal beam cannot directly participate in X direction support under the center column collision working condition, avoid the columnar barrier invading the vehicle, and ensure the safety of the vehicle occupants; and since the front anti-collision beam collides with the barrier through the straight section, the front anti-collision beam can avoid invading the barrier due to the too strong structural strength of the front anti-collision beam under the MPDB working condition, and ensure that the barrier is not caused fatal damage. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of the provided drawings.

[0041] Figure 1 It is a structural schematic diagram of the body structure of the embodiment of the application;

[0042] Figure 2 It is a top view of the body structure of the embodiment of the application;

[0043] Figure 3 It is a force transmission path diagram of the front anti-collision beam of the embodiment of the application under the impact force of the barrier;

[0044] Figure 4 It is a sectional view of the anti-collision beam of the embodiment of the application;

[0045] Figure 5 It is a structural schematic diagram of the body structure of the embodiment of the application without setting the heat dissipation assembly and the power assembly;

[0046] Figure 6 It is a structural schematic diagram of the front anti-collision beam and the first energy absorption structure connected in the embodiment of the application;

[0047] Figure 7 It is another angle of the structural schematic diagram of the front anti-collision beam and the first energy absorption structure connected in the embodiment of the application;

[0048] Figure 8 It is a structural schematic diagram of the front anti-collision beam and the second energy absorption structure connected in the embodiment of the application;

[0049] Figure 9 It is another angle of the structural schematic diagram of the front anti-collision beam and the second energy absorption structure connected in the embodiment of the application;

[0050] Figure 10 Structure diagram of the intermediate energy-absorbing structure connected with the front cross beam assembly according to an embodiment of the present application;

[0051] Figure 11 Structure diagram of the intermediate energy-absorbing structure connected with the front cross beam assembly according to an embodiment of the present application from another angle;

[0052] Figure 12 Exploded view of the front cross beam assembly according to an embodiment of the present application;

[0053] Figure 13 Structure diagram of the prior art vehicle body structure;

[0054] Figure 14 Sectional view of the prior art front bumper beam.

[0055] Figures 1-12 In the present application:

[0056] 1. front bumper beam; 2. first longitudinal beam; 3. second longitudinal beam; 4. front cross beam assembly; 5. middle channel; 6. intermediate energy-absorbing structure; 7. first energy-absorbing structure; 8. second energy-absorbing structure; 9. power assembly; 10. heat dissipation assembly;

[0057] 11. straight section; 12. annular frame; 13. reinforcing rib; 14. first upper baffle; 15. first lower baffle; 16. second upper baffle; 17. second lower baffle;

[0058] 41. front cross beam body; 42. front cross plate; 43. front lower plate;

[0059] 71. first clamping groove; 72. first connecting lug plate set;

[0060] 81. second clamping groove; 82. second connecting lug plate set;

[0061] 411. recessed section; 412. first section; 413. second section;

[0062] 711. first upper groove wall; 712. first lower groove wall;

[0063] 721. first upper lug plate; 722. first lower lug plate;

[0064] 811. second upper groove wall; 812. second lower groove wall;

[0065] 821. second upper lug plate; 822. second lower lug plate.

[0066] Figures 13-14 In the present application:

[0067] 1 ， front bumper beam. Detailed Implementation

[0068] This application provides a vehicle body structure and a vehicle.

[0069] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0070] like Figures 1-12 As shown, this application embodiment provides a vehicle body structure, which includes a central tunnel 5, and a front bumper beam 1, a first longitudinal beam 2, a front bulkhead crossbeam assembly 4, and a second longitudinal beam 3 constituting a frame structure. The central tunnel 5 is located on the rear side of the front bulkhead crossbeam assembly 4 (i.e., the central tunnel 5 is located on the side of the front bulkhead crossbeam assembly 4 away from the front bumper beam 1), and the central tunnel 5 is connected to the front bulkhead crossbeam assembly 4.

[0071] In addition, the vehicle body structure includes a central energy-absorbing structure 6, which is located within the frame structure and connected to the front crossbeam assembly 4. In a projection plane perpendicular to the Z-direction, the projection of the central energy-absorbing structure 6 at least partially overlaps with the projection of the central tunnel 5. The front bumper beam 1 has at least a straight section 11 in the middle portion located between the first longitudinal beam 2 and the second longitudinal beam 3.

[0072] It should be noted that the X-direction refers to the length direction of the vehicle, which is also the front-to-back direction. See the appendix for details. Figure 1 The direction indicated by the middle arrow; front and back are relative, with front being closer to the front of the car than back. The Y-axis represents the width of the vehicle, i.e., its left-right direction; see appendix for details. Figure 1 The direction indicated by the middle arrow. The Z-direction is the vehicle's vertical direction, also known as the up-down direction. See the appendix for details. Figure 1 The direction indicated by the middle arrow; up and down are relative, with up being closer to the roof than down. The frame structure formed by the front bumper beam 1, the first longitudinal beam 2, the front crossbeam assembly 4, and the second longitudinal beam 3 is a "U"-shaped frame structure. "In the projection plane perpendicular to the Z direction, the projection of the middle energy-absorbing structure 6 at least partially overlaps with the projection of the middle channel 5" specifically means that the projection of the area where the middle energy-absorbing structure 6 is connected to the front crossbeam assembly 4 at least partially overlaps with the projection of the area where the middle channel 5 is connected to the front crossbeam assembly 4; as above, the connection between the middle energy-absorbing structure 6 and the middle channel 5 along the X direction can be achieved through the front crossbeam assembly 4, so that the force on the middle energy-absorbing structure 6 can be directly transferred to the middle channel 5 along the X direction. The front side of the straight section 11 is perpendicular to the X direction.

[0073] Frontal collisions include center pillar collisions, which are collisions with a pillar at the center of the front of the vehicle; and MPDB collisions, which are frontal collisions, or surface collisions with the front of the vehicle.

[0074] By connecting an intermediate energy-absorbing structure 6 to the front crossbeam assembly 4, a force transmission channel is created between the first longitudinal beam 2 and the second longitudinal beam 3 during a frontal collision, using the intermediate energy-absorbing structure 6 to resist the rearward movement of the powertrain 9. During a frontal collision, the front of the vehicle experiences impact forces from the barrier; please refer to the appendix. Figure 3 The diagram shows the force transmission path of the front anti-collision beam 1 under the impact of the barrier: the impact force of the barrier is transmitted along the middle force transmission channel to the middle energy absorption structure 6. The middle energy absorption structure 6 collapses and deforms under the action of the barrier impact force, and generates a middle support force opposite to the barrier impact force along the middle force transmission channel, as well as a first longitudinal beam support force opposite to the barrier impact force along the first longitudinal beam 2 and a second longitudinal beam support force opposite to the barrier impact force along the second longitudinal beam 3.

[0075] As mentioned above, ① Under MPDB conditions, in addition to the two support lines located on both sides of the first longitudinal beam 2 and the second longitudinal beam 3, an additional intermediate support line is built by the intermediate energy-absorbing structure 6 and located between the first longitudinal beam 2 and the second longitudinal beam 3. The three support lines work together to effectively improve the stability problem of the traditional "U"-shaped design, and can directly resist the impact force of the vehicle MPDB barrier, with good support effect and high load-bearing efficiency. ② Under the center column collision condition, it makes up for the problem that the first longitudinal beam 2 and the second longitudinal beam 3 cannot directly participate in the X-direction support. Under the action of the intermediate force transmission channel built by the intermediate energy-absorbing structure 6, an X-direction intermediate support line is added at the middle or near the middle position of the vehicle in the Y direction to resist the columnar collision from the center of the front of the vehicle; at the same time, the intermediate energy-absorbing structure 6 absorbs and disperses the collision energy better through its own collapse deformation, thus reliably resisting the intrusion of the columnar barrier.

[0076] Furthermore, the intermediate energy-absorbing structure 6 at least partially overlaps with the central channel 5, allowing the force on the intermediate energy-absorbing structure 6 to be directly transmitted to the central channel 5. As described above, the intermediate energy-absorbing structure 6 can absorb some of the energy from the powertrain 9 during a high-speed frontal collision, and the force is directly transmitted to the central channel 5 through the intermediate force transmission channel constructed by the intermediate energy-absorbing structure 6, thereby improving the force transmission efficiency. The central channel 5 transmits force to the rear, and part of the collision energy received by the front of the vehicle is transmitted to the rear of the vehicle body along the central channel 5. Therefore, the collision energy at the front crossbeam assembly 4 is reduced accordingly, avoiding the problem of the front of the engine compartment being intruded by the barrier due to the concentration of collision energy, thus better protecting the safety of the occupants.

[0077] Furthermore, based on the intermediate energy-absorbing structure 6, this application also improves the shape of the front bumper beam 1, reducing the support strength (i.e., structural strength) requirement of the front bumper beam 1, thereby reducing the corresponding design difficulty. This involves changing the arched structure of the front bumper beam 1 (see appendix). Figure 13 The front bumper beam 1, located between the first longitudinal beam 2 and the second longitudinal beam 3, is designed with a straight section 11 in at least the middle part; the front bumper beam 1 no longer has the foremost protruding part where the structural strength is concentrated (the front bumper beam 1 in the prior art). ， Please refer to the appendix for the foremost protruding part. Figure 13 (as indicated by label e), thus eliminating points of contact between the front bumper beam 1 and the barrier with a small area, preventing excessive local impact on the barrier under MPDB conditions, which could lead to barrier intrusion (i.e., puncture) and test failure. Simultaneously, the two ends of the straight section 11 are tightened by the first longitudinal beam 2 and the second longitudinal beam 3, which can reduce the torsional deformation of the straight section 11 under the center column collision condition.

[0078] As can be seen from the above, the intermediate energy-absorbing structure 6 and the front anti-collision beam 1 with the straight section 11 are combined. The two interact with each other, which can not only prevent the columnar barrier from intruding into the vehicle under the central pillar collision condition and ensure the safety of the occupants, but also prevent the front anti-collision beam 1 from intruding into the barrier due to excessive structural strength under the MPDB condition, ensuring that it does not cause fatal damage to the barrier.

[0079] For details, please refer to the appendix. Figure 12 In some embodiments, the front bulkhead beam assembly 4 includes a front bulkhead plate 42, a front bulkhead beam body 41, and a front bulkhead lower plate 43 connected sequentially from top to bottom; the upper end of the front bulkhead lower plate 43 is connected to the front bulkhead beam body 41, and the lower end of the front bulkhead lower plate 43 extends backward and downward relative to its upper end. Correspondingly, the rear end of the top surface of the intermediate energy-absorbing structure 6 is connected to the front side surface of the front bulkhead lower plate 43, and the rear end of the bottom surface of the intermediate energy-absorbing structure 6 extends backward relative to the rear end of the top surface of the intermediate energy-absorbing structure 6; the bottom front end of the central channel 5 is an inclined structure adapted to the inclined rear side surface of the front bulkhead lower plate 43. As described above, at least a partial overlap between the intermediate energy-absorbing structure 6 and the central channel 5 is achieved.

[0080] As mentioned above, the central channel 5 is located at the bottom of the cabin. When the powertrain intrudes into the front bulkhead 42, the impact force can be transferred to the central channel 5 located at the bottom of the cabin through the intermediate energy-absorbing structure 6. The central channel 5 can then absorb and disperse the collision energy, thereby avoiding injury to the lower body of the occupants and preventing injury to their feet.

[0081] In some embodiments, the intermediate energy-absorbing structure 6 can be an energy-absorbing box structure or any other structure with energy-absorbing effect. The intermediate energy-absorbing structure 6 includes sheet metal structural components.

[0082] Please refer to the appendix Figure 4 In some embodiments of the present application, in a cross-section perpendicular to the Y direction, the cross-section of the front bumper beam 1 includes an annular frame 12 and a reinforcing rib 13 located inside the annular frame 12 and connecting the front side and the rear side of the annular frame 12.

[0083] Optionally, the annular frame 12 can be a circular frame or a rectangular frame; preferably, the annular frame 12 is a rectangular frame. Along the Z direction, the reinforcing rib 13 is located at the middle position or near the middle position of the annular frame 12.

[0084] As described above, on the basis of setting the middle energy absorption structure 6, the present application can further reduce the requirement for the support strength of the front bumper beam 1, which changes the "eye" - shaped or similar "eye" - shaped cross - section shape of the front bumper beam 1 (the similar "eye" - shaped cross - section shape of the front bumper beam 1 in the prior art, please refer to the appendix ， , reduces the number of reinforcing ribs 13 inside the annular frame 12, and makes the annular frame 12 and the reinforcing ribs 13 enclose a "day" - shaped or similar "day" - shaped cross - section shape, thereby weakening the overall strength and bending resistance of the front bumper beam 1 to a certain extent, weakening the impact force on the barrier under the MPDB working condition to a certain extent, avoiding the barrier being punctured, and making the collision test qualified. Figure 14 )

[0085] Please refer to the appendix Figure 4 In some embodiments of the present application, in a cross - section perpendicular to the Y direction, at least part of the region of the reinforcing rib 13 is bent upward; and / or, at least part of the region of the reinforcing rib 13 is bent downward.

[0086] Optionally, along the X direction, only the middle region of the reinforcing rib 13 is bent upward; or, along the X direction, only the middle region of the reinforcing rib 13 is bent downward; or, along the X direction, the regions of the reinforcing rib 13 from front to back are alternately bent upward and downward.

[0087] As described above, a wavy induction design that facilitates the compression deformation of the reinforcing rib 13 along the X direction is achieved. This design can weaken the impact on the MPDB barrier and at the same time can also have a corresponding support and resistance effect on the center pillar collision.

[0088] Please refer to the appendix Figure 2 、 5 In some embodiments of the present application, a first energy absorption structure 7 is connected between the front bumper beam 1 and the first longitudinal beam 2, and the first connection point a where the first energy absorption structure 7 is connected to the first longitudinal beam 2 is closer to the front bumper beam 1 relative to the power assembly 9.

[0089] It should be noted that the first energy absorption structure 7 can be a crash box structure or any other structure with an energy absorption effect. The first energy absorption structure 7 includes a sheet metal structural member.

[0090] Please refer to the appendixFigure 2 The heat dissipation assembly 10, the power assembly 9 are sequentially arranged in the frame structure along the X direction from front to back. The first connection point a is located on the front side of the power assembly 9. Specifically, in the cross section perpendicular to the Y direction, the projection of the first connection point a can be located between the projection of the heat dissipation assembly 10 and the projection of the power assembly 9, or can fall into the projection of the heat dissipation assembly 10.

[0091] As described above, in the MPDB working condition, the first energy absorption structure 7 is crushed along the X direction due to the impact force. Even if the first energy absorption structure 7 is crushed to the limit position (i.e., the position of the first connection point a), it will not intrude into the space where the power assembly 9 is located, thereby reducing the impact on the power assembly 9 and avoiding causing irreparable damage to the power assembly 9.

[0092] Please refer to the accompanying drawings Figure 2 , 5 In some embodiments, the second energy absorption structure 8 is connected between the front anti-collision beam 1 and the second longitudinal beam 3. The second connection point b at which the second energy absorption structure 8 is connected with the second longitudinal beam 3 is closer to the front anti-collision beam 1 relative to the power assembly 9.

[0093] It should be noted that the second energy absorption structure 8 can be selected from an energy absorption box structure or any other structure having an energy absorption effect. The second energy absorption structure 8 includes a sheet metal structure.

[0094] The second connection point b is located on the front side of the power assembly 9. Specifically, in the cross section perpendicular to the Y direction, the projection of the second connection point b can be located between the projection of the heat dissipation assembly 10 and the projection of the power assembly 9, or can fall into the projection of the heat dissipation assembly 10.

[0095] As described above, in the MPDB working condition, the second energy absorption structure 8 is crushed along the X direction due to the impact force. Even if the second energy absorption structure 8 is crushed to the limit position (i.e., the position of the second connection point b), it will not intrude into the space where the power assembly 9 is located, thereby reducing the impact on the power assembly 9 and avoiding causing irreparable damage to the power assembly 9.

[0096] Please refer to the accompanying drawings Figure 2 , 5 In some embodiments of the present application, the first energy absorption structure 7 is connected between the front anti-collision beam 1 and the first longitudinal beam 2. The first energy absorption structure 7 has a third connection point c on each side along the Y direction for connecting with the front anti-collision beam 1.

[0097] It should be noted that one or two or more third connection points c can be arranged on any side of the first energy absorption structure 7 along the Y direction.

[0098] As described above, the front anti-collision beam 1 and the first energy-absorbing structure 7 are connected through a plurality of third connection points c along the two sides of the Y direction, realizing the reinforced connection of the first energy-absorbing structure 7 and the front anti-collision beam 1, and avoiding the connection failure of the first energy-absorbing structure 7 and the front anti-collision beam 1 when the front anti-collision beam 1 is subjected to a collision. Further, the third connection points c on the two sides of the Y direction of the first energy-absorbing structure 7 affect each other, which can ensure the stable connection of the first energy-absorbing structure 7 and the front anti-collision beam 1 without tilting or relative rotation, thereby inhibiting the rotational deformation of the flat section 11, improving the bending resistance of the front anti-collision beam 1, and reducing the columnar barrier intrusion displacement.

[0099] Please refer to the accompanying drawings Figure 2 、 5 In some embodiments of the present application, a second energy-absorbing structure 8 is connected between the front anti-collision beam 1 and the second longitudinal beam 3, and the second energy-absorbing structure 8 has a fourth connection point d connected with the front anti-collision beam 1 on each side along the Y direction.

[0100] It should be noted that one or two or more fourth connection points d can be arranged on each side of the Y direction of the second energy-absorbing structure 8.

[0101] As described above, the front anti-collision beam 1 and the second energy-absorbing structure 8 are connected through a plurality of fourth connection points d along the two sides of the Y direction, realizing the reinforced connection of the second energy-absorbing structure 8 and the front anti-collision beam 1, and avoiding the connection failure of the second energy-absorbing structure 8 and the front anti-collision beam 1 when the front anti-collision beam 1 is subjected to a collision. Further, the fourth connection points d on the two sides of the Y direction of the second energy-absorbing structure 8 affect each other, which can ensure the stable connection of the second energy-absorbing structure 8 and the front anti-collision beam 1 without tilting or relative rotation, thereby inhibiting the rotational deformation of the flat section 11, improving the bending resistance of the front anti-collision beam 1, and reducing the columnar barrier intrusion displacement.

[0102] Please refer to the accompanying drawings Figures 6-7 In some embodiments of the present application, two first connecting ear plate groups 72 are formed on the two sides of the Y direction of the first energy-absorbing structure 7, and each first connecting ear plate group 72 includes a first upper ear plate 721 and a first lower ear plate 722 arranged in an upper-lower interval. The front anti-collision beam 1 is located between the first upper ear plate 721 and the first lower ear plate 722, and a plurality of first fasteners pass through the first upper ear plate 721, the front anti-collision beam 1 and the first lower ear plate 722 to connect the first energy-absorbing structure 7 to the front anti-collision beam 1. The position of the first fastener is the third connection point c.

[0103] It should be noted that one or two or more first fasteners can be arranged in each first connecting ear plate group 72 to form one or two or more third connection points c. The first fastener can be a fastening bolt to realize the detachable connection of the first energy-absorbing structure 7 and the front anti-collision beam 1, facilitating the installation, replacement and maintenance of the two components.

[0104] By setting the first upper ear plate 721 and the first lower ear plate 722, the reliable contact areas with the upper side and the lower side of the front bumper beam 1 are ensured, and meanwhile, the insertion points for locking and fixing of the first fasteners are provided, which not only ensures the reliable and stable connection effect of the first energy-absorbing structure 7 and the front bumper beam 1, but also has a simple structure and is convenient for installation and operation, saving time and effort.

[0105] Please refer to the accompanying drawings Figures 8-9 In some embodiments of the present application, two second connecting ear plate groups 82 are formed on both sides of the second energy-absorbing structure 8 along the Y direction, and each second connecting ear plate group 82 includes a second upper ear plate 821 and a second lower ear plate 822 arranged in an upper-lower interval. The front bumper beam 1 is located between the second upper ear plate 821 and the second lower ear plate 822, and the second energy-absorbing structure 8 is connected to the front bumper beam 1 by a plurality of second fasteners penetrating through the second upper ear plate 821, the front bumper beam 1 and the second lower ear plate 822. The position of the second fastener is a fourth connecting point d.

[0106] It should be noted that each second connecting ear plate group 82 can be provided with one or two or more second fasteners to form one or two or more fourth connecting points d. The second fastener can be a fastening bolt to realize the detachable connection of the second energy-absorbing structure 8 and the front bumper beam 1, which is convenient for installation, replacement and maintenance of the two components.

[0107] By setting the second upper ear plate 821 and the second lower ear plate 822, the reliable contact areas with the upper side and the lower side of the front bumper beam 1 are ensured, and meanwhile, the insertion points for locking and fixing of the second fasteners are provided, which not only ensures the reliable and stable connection effect of the second energy-absorbing structure 8 and the front bumper beam 1, but also has a simple structure and is convenient for installation and operation, saving time and effort.

[0108] Please refer to the accompanying drawings Figure 6 In some embodiments of the present application, the front end of the first energy-absorbing structure 7 is provided with a first clamping groove 71, and the first clamping groove 71 is limited to be clamped outside the front bumper beam 1.

[0109] It should be noted that the first clamping groove 71 is a U-shaped groove, the front side of the first clamping groove 71 is the slot opening thereof, and the rear side of the first clamping groove 71 is the groove bottom thereof. The front bumper beam 1 can enter the slot opening of the first clamping groove 71 to abut against the groove bottom of the first clamping groove 71 at the rear side of the front bumper beam 1, thereby realizing the limiting clamping of the front bumper beam 1 and the first clamping groove 71.

[0110] As described above, the front end of the first energy-absorbing structure 7 is embeddedly connected to the front bumper beam 1, which further ensures the stable connection of the first energy-absorbing structure 7 and the front bumper beam 1 without tilting or relative rotation, thereby further inhibiting the rotational deformation of the flat section 11. Meanwhile, the front end of the first energy-absorbing structure 7 is extended as far as possible to the front side of the front bumper beam 1 by arranging the first clamping groove 71, and the overall length of the first energy-absorbing structure 7 is expanded without adjusting the rear end of the first energy-absorbing structure 7, so that the first energy-absorbing structure 7 can absorb and disperse as much collision energy as possible.

[0111] Please refer to the accompanying drawings Figure 8 In some embodiments of the present application, the front end of the second energy-absorbing structure 8 is provided with a second clamping groove 81, and the second clamping groove 81 is clamped to the outside of the front bumper beam 1.

[0112] It should be noted that the second clamping groove 81 is a U-shaped groove, the front side of the second clamping groove 81 is the groove opening, and the rear side of the second clamping groove 81 is the groove bottom. The front bumper beam 1 can enter the groove opening of the second clamping groove 81 to the rear side of the front bumper beam 1 and abut against the groove bottom of the second clamping groove 81, thereby achieving the clamping of the front bumper beam 1 and the second clamping groove 81.

[0113] As described above, the front end of the second energy-absorbing structure 8 is embeddedly connected to the front bumper beam 1, which further ensures the stable connection of the second energy-absorbing structure 8 and the front bumper beam 1 without tilting or relative rotation, thereby further inhibiting the rotational deformation of the flat section 11. Meanwhile, the front end of the second energy-absorbing structure 8 is extended as far as possible to the front side of the front bumper beam 1 by arranging the second clamping groove 81, and the overall length of the second energy-absorbing structure 8 is expanded without adjusting the rear end of the second energy-absorbing structure 8, so that the second energy-absorbing structure 8 can absorb and disperse as much collision energy as possible.

[0114] Please refer to the accompanying drawings Figure 6 , 8 In some embodiments of the present application, the first clamping groove 71 includes a first upper groove wall 711 and a first lower groove wall 712 arranged in an upper-lower manner. The second clamping groove 81 includes a second upper groove wall 811 and a second lower groove wall 812 arranged in an upper-lower manner.

[0115] Please refer to the accompanying drawings Figure 7The front side of the front anti-collision beam 1 is provided with a first upper baffle 14 extending upward, and the first upper baffle 14 is in abutment with the front side of the first upper groove wall 711. It should be noted that the first upper baffle 14 is an upper turning edge formed on the front side of the front anti-collision beam 1. As described above, the front end of the first energy-absorbing structure 7 is limited by the first upper baffle 14, and when the front part of the front anti-collision beam 1 is subjected to a collision, the first upper baffle 14 can disperse the impact force transmitted to the first energy-absorbing structure 7, further improve the energy-absorbing effect, effectively inhibit the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the columnar barrier intrusion displacement.

[0116] Please refer to the accompanying drawings Figure 6 In some embodiments, the front side of the front anti-collision beam 1 is provided with a first lower baffle 15 extending downward, and the first lower baffle 15 is in abutment with the front side of the first lower groove wall 712. It should be noted that the first lower baffle 15 is a lower turning edge formed on the front side of the front anti-collision beam 1. As described above, the front end of the first energy-absorbing structure 7 is limited by the first lower baffle 15, and when the front part of the front anti-collision beam 1 is subjected to a collision, the first lower baffle 15 can disperse the impact force transmitted to the first energy-absorbing structure 7, further improve the energy-absorbing effect, effectively inhibit the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the columnar barrier intrusion displacement.

[0117] Please refer to the accompanying drawings Figure 9 In some embodiments, the front side of the front anti-collision beam 1 is provided with a second upper baffle 16 extending upward, and the second upper baffle 16 is in abutment with the front side of the second upper groove wall 811. It should be noted that the second upper baffle 16 is an upper turning edge formed on the front side of the front anti-collision beam 1. As described above, the front end of the second energy-absorbing structure 8 is limited by the second upper baffle 16, and when the front part of the front anti-collision beam 1 is subjected to a collision, the second upper baffle 16 can disperse the impact force transmitted to the second energy-absorbing structure 8, further improve the energy-absorbing effect, effectively inhibit the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the columnar barrier intrusion displacement.

[0118] Please refer to the accompanying drawings Figure 8 In some embodiments, the front end of the front anti-collision beam 1 is provided with a second lower baffle 17 extending downward, and the second lower baffle 17 is in abutment with the front side of the second lower groove wall 812. It should be noted that the second lower baffle 17 is a lower turning edge formed on the front side of the front anti-collision beam 1. As described above, the front end of the second energy-absorbing structure 8 is limited by the second lower baffle 17, and when the front part of the front anti-collision beam 1 is subjected to a collision, the second lower baffle 17 can disperse the impact force transmitted to the second energy-absorbing structure 8, further improve the energy-absorbing effect, effectively inhibit the rotational deformation of the front anti-collision beam 1, improve the bending resistance of the front anti-collision beam 1, and reduce the columnar barrier intrusion displacement.

[0119] Further, please refer to the accompanying drawingsFigure 6 The lower side of the first upper slot wall 711 is connected with a first upper ear plate 721 on each side along the Y direction; the upper side of the first lower slot wall 712 is connected with a first lower ear plate 722 on each side along the Y direction. Similarly, please refer to the attached Figure 8 The lower side of the second upper slot wall 721 is connected with a second upper ear plate 821 on each side along the Y direction; the upper side of the second lower slot wall 812 is connected with a second lower ear plate 822 on each side along the Y direction.

[0120] Please refer to the attached Figure 5 , 11 In some embodiments of the present application, the front cross beam assembly 4 includes a front cross beam body 41, the front cross beam body 41 includes a recessed section 411, the front side of the recessed section 411 is recessed backward relative to the front side of other areas of the front cross beam body 41; the intermediate energy absorption structure 6 is arranged below the recessed section 411. The front side of the intermediate energy absorption structure 6 is closer to the front bumper beam 1 relative to the front side of the recessed section 411.

[0121] It should be noted that due to the influence of the cabin layout, the middle section of the front cross beam body 41 along the Y direction is compressed (the size after compression is the size indicated by the arrow in the attached Figure 11 ), obtaining a cross section reduction section, which is the above-mentioned recessed section 411, which is the stress weak area of the front cross beam body 41.

[0122] The intermediate energy absorption structure 6 is arranged below the recessed section 411, which can maximize the reinforcement of the stress weak area of the front cross beam body 41 and improve the poor support effect caused by the cross section reduction of the front cross beam body 41.

[0123] Please refer to the attached Figure 5 , 10 In some embodiments, along the Y direction, the front cross beam body 41 includes a first section 412, a recessed section 411 and a second section 413 in sequence, the front side of the first section 412 and the front side of the second section 413 are level with the front side of the intermediate energy absorption structure 6 (the level position is the position of the dashed line in the attached Figure 10 ).

[0124] As described above, while compensating for the support effect of the front cross beam body 41, the stress balance of the entire front cross beam assembly 4 is ensured to improve the energy absorption efficiency, reduce local deformation, improve the safety performance of the vehicle in the collision, and protect the life safety of the passengers.

[0125] In summary, the present application also provides a vehicle, which includes a vehicle body structure as described above.

[0126] Since the vehicle of the present application comprises the vehicle body structure as described above, the beneficial effects brought by the vehicle body structure are described above, which will not be repeated here.

[0127] The above describes the basic principles of the present application in combination with specific embodiments, however, it should be pointed out that the advantages, benefits, effects and the like mentioned in the present application are only examples and not limitations, and these advantages, benefits, effects and the like cannot be considered as necessary for each embodiment of the present application. In addition, the above-described specific details are only for the purpose of example and understanding, and are not limitations, and the above-described details do not limit the present application to be necessarily selected for implementation.

[0128] The block diagrams of the devices, apparatuses, equipment, systems involved in the present application are only illustrative examples and are not intended to require or imply the connection, arrangement, configuration as shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, equipment, systems can be connected, arranged, configured in any manner. Words such as "include", "contain", "have" and the like are open-ended words, which mean "including but not limited to", and can be used interchangeably. The words "or" and "and" used herein mean the word "and / or", and can be used interchangeably unless the context clearly indicates otherwise. The word "such as" used herein means the phrase "such as but not limited to", and can be used interchangeably.

[0129] It should also be noted that in the devices, equipment and methods of the present application, each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be considered as equivalent solutions of the present application.

[0130] The above description of the disclosed aspects is provided so that any person skilled in the art can make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of the present application. Thus, the present application is not intended to be limited to the aspects shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0131] It should be understood that the limiting words "first", "second", "third", "fourth", "fifth" and "sixth" used in the embodiments of the present application are only used for clearer description of the technical solutions, and cannot be used to limit the protection scope of the present application.

[0132] The above description has been given for the purpose of illustration and description. Furthermore, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although a number of example aspects and embodiments have been discussed above, one skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A vehicle body structure, comprising a front bumper beam (1), a first longitudinal beam (2), a front wall cross beam assembly (4), a second longitudinal beam (3) constituting a frame structure, and a middle tunnel (5) located at the rear side of the front wall cross beam assembly (4) and connected with the front wall cross beam assembly (4); characterized in that, the vehicle body structure further comprises an intermediate energy absorption structure (6) located in the frame structure and connected with the front wall cross beam assembly (4), and a projection of the intermediate energy absorption structure (6) at least partially overlaps with a projection of the middle tunnel (5) in a projection plane perpendicular to the Z direction; at least a middle portion of the front bumper beam (1) between the first longitudinal beam (2) and the second longitudinal beam (3) is a flat section (11); the front wall cross beam assembly (4) comprises a front wall cross beam body (41) including a recessed section (411) with a front side recessed to the rear; the intermediate energy absorption structure (6) is arranged below the recessed section (411); wherein: a front side of the intermediate energy absorption structure (6) is closer to the front bumper beam (1) than a front side of the recessed section (411); and / or, in the Y direction, the front wall cross beam body (41) comprises a first section (412), the recessed section (411) and a second section (413) in sequence, a front side of the first section (412) and a front side of the second section (413) are flush with a front side of the intermediate energy absorption structure (6). In a cross section perpendicular to the Y direction, a cross section of the front bumper beam (1) comprises a ring-shaped frame (12) and a reinforcing rib (13) located in the ring-shaped frame (12) and connecting a front side and a rear side of the ring-shaped frame (12).

2. The vehicle body structure according to claim 1, characterized by In a cross section perpendicular to the Y direction, at least a part of the reinforcing rib (13) is curved upward; and / or, at least a part of the reinforcing rib (13) is curved downward.

3. The vehicle body structure according to claim 2, characterized by 4. The vehicle body structure according to claim 1, characterized in that, a first energy absorption structure (7) is connected between the front bumper beam (1) and the first longitudinal beam (2), a first connection point of the first energy absorption structure (7) connected with the first longitudinal beam (2) is closer to the front bumper beam (1) than a power assembly (9); and / or, a second energy absorption structure (8) is connected between the front bumper beam (1) and the second longitudinal beam (3), a second connection point of the second energy absorption structure (8) connected with the second longitudinal beam (3) is closer to the front bumper beam (1) than the power assembly (9).

5. The vehicle body structure according to claim 1, characterized in that, a first energy absorption structure (7) is connected between the front bumper beam (1) and the first longitudinal beam (2), both sides of the first energy absorption structure (7) in the Y direction respectively have a third connection point connected with the front bumper beam (1); and / or, ​ ​ ​ A second energy absorption structure (8) is connected between the front anti-collision beam (1) and the second longitudinal beam (3), and the two sides of the second energy absorption structure (8) along the Y direction are respectively provided with fourth connection points connected with the front anti-collision beam (1).

6. The vehicle body structure according to claim 5, wherein The first energy absorption structure (7) is provided with two first connecting lug plate groups (72) on the two sides thereof along the Y direction, each of the first connecting lug plate groups (72) comprises first upper and lower lug plates (721, 722) arranged in an upper-lower spaced manner, the front anti-collision beam (1) is located between the first upper and lower lug plates (721, 722), and the first energy absorption structure (7) is connected to the front anti-collision beam (1) by a first fastener penetrating through the first upper lug plate (721), the front anti-collision beam (1) and the first lower lug plate (722), and the position of the first fastener is the third connection point. And / or, The second energy absorption structure (8) is provided with two second connecting lug plate groups (82) on the two sides thereof along the Y direction, each of the second connecting lug plate groups (82) comprises second upper and lower lug plates (821, 822) arranged in an upper-lower spaced manner, the front anti-collision beam (1) is located between the second upper and lower lug plates (821, 822), and the second energy absorption structure (8) is connected to the front anti-collision beam (1) by a second fastener penetrating through the second upper lug plate (821), the front anti-collision beam (1) and the second lower lug plate (822), and the position of the second fastener is the fourth connection point.

7. The vehicle body structure according to claim 5, wherein The front end of the first energy absorption structure (7) is provided with a first clamping groove (71) which is clamped and limited outside the front anti-collision beam (1). And / or, The front end of the second energy absorption structure (8) is provided with a second clamping groove (81) which is clamped and limited outside the front anti-collision beam (1).

8. The vehicle body structure according to claim 7, characterized by The first clamping groove (71) comprises first upper and lower groove walls (711, 712) arranged in an upper-lower manner, and the second clamping groove (81) comprises second upper and lower groove walls (811, 812) arranged in an upper-lower manner. The front side of the front anti-collision beam (1) is provided with a first upper baffle (14) extending upward, and the first upper baffle (14) abuts against the front side of the first upper groove wall (711); And / or, The front side of the front anti-collision beam (1) is provided with a first lower baffle (15) extending downward, and the first lower baffle (15) abuts against the front side of the first lower groove wall (712); And / or, The front side of the front anti-collision beam (1) is provided with a second upper baffle (16) extending upward, and the second upper baffle (16) abuts against the front side of the second upper groove wall (811); And / or, The front side of the front anti-collision beam (1) is provided with a downwardly extending second lower baffle (17) which is in abutment with the front side of the second lower groove wall (812).

9. A vehicle characterized by comprising: A vehicle body structure comprising the vehicle body structure according to any one of claims 1 to 8.

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